SUV Reviews

Why do things grow on us? You know, when you don’t really like something but after a while you begin to appreciate it more. What is this phenomenon? Because it’s happening to me after two months of living with the Volkswagen ID.5. This car has me feeling conflicted.In my last instalment I testified that the ID.5 wasn’t pretty to look at and while I still don’t disagree with that first impression, the unique styling is growing on me. Having driven so many 'samey' electric SUVs I’m starting to think it is quite brave of Volkswagen to not just make another one that also looks like a bar of soap.Look at the ID.5’s side profile (see images) - it’s almost cartoon-like with its bulbous shapes. There are also small tocuhes of design flare I really like from the way the paint colour scoops into the black bumper and the white VW badge on the bonnet.The cabin styling is growing on me. I like the sculpted door trims and woven headlining but I’m also noticing the hard plastics and a colour scheme that feels a bit dull now. There are also cabin design elements that I didn’t really take in at first but after two months I find them unappealing. Really unappealing. The fold-down armrests on the front seats, for example - they look as though they’re from office chairs, so out of place and unstylish (see images).The instrument cluster is another example - it’s quite small and toy-like - and the lack of head up display is perplexing.From the start, I had my doubts about the practicality of the ID.5, especially from a family car perspective. That feeling has solidified after living with it daily with my family of four. The interior space just isn’t packaged as well as it could be.Overly large and thick front seats eat into rear legroom, and the coupe-like roofline limits headroom, combining to limit space for adults and make getting our child car seat in a squeeze.The rear doors don't offer the biggest aperture, either (see images).Storage is also an issue with a thin centre console area which lacks functionality along with cupholders that feel far from people but too close to controls.An opportunity for good storage is also missed under that floating centre console with no stowage area (see images).Topping off this bad run are the haptic controls which have been frustrating me. The climate controls are haptic and require constant swiping and pressing to work effectively.The door handles have a similar haptic feel and aren’t pleasant or easy to use.Finally the driver's master window switches have one set of controls and require you to toggle between front and back. I’m constantly having to look down at the switches to see if I’m about to put my widow down or the one behind me.My first impression of the way the ID.5 drives was a good one - comfortable, planted brisk accleration - and I still feel that way. However, I was also a passenger for some trips this month and I'd forgotten how electric cars can induce car sickness due to their sudden acceleration and one-pedal braking. I also found as a passenger the ID.5’s suspension is quite firm and body control can be a bit busy too.This month we covered only 547km and used quite a lot of energy doing so - 22.0kWh/100km. I have to say I’m not using the strong setting on regenerative braking as much now and the climate control has been getting a workout as we’ve headed into winter.Oh, and finally, the visibility out of the rear window is obstructed by the coupe roofline and headrests (see images).So, that’s it for another month. I’m still impressed by the quality feel and the comfort of the cabin and the quirky styling but there are practicality issue galore.Acquired: March 2026Distance travelled this month: 547kmOdometer: 2395kmAverage energy consumption this month: 22.0kWh/100km

Mazda's CX-5 has become a mid-sized SUV favourite since launching in 2012, setting high standards for sportiness, quality, ease and reliability. Now there's the third-generation model that's usefully larger, roomier, safer, smoother and comfier than before. But it also lacks a hybrid, costs more, offers fewer choices and ditches buttons for a touchscreen display.

The Toyota RAV4 has revamped itself and the biggest changes come in the way of its technology but does it do everything else the way we want it to?

Although the original Nissan X-Trail was one of the first mid-sized SUVs to really gain popularity and set the tone for what was to come, by the time the third-generation X-Trail arrived in 2014, it was a bit of a me-too product. Code named the T32 model, the third-gen X-Trail was offered as a five or seven-seater, in either front or all-wheel drive and with a choice of two petrol four-cylinder engines. Those consisted of a 2.0-litre with 106kW and a 2.5-litre with 126kW.Both engines were available in five-seat form, but if you wanted seven seats or all-wheel drive, you needed to stump up for the bigger engine. At that point, you went from the 2.0-litre’s six-speed manual transmission to a continuously variable transmission (CVT).There was also a turbo-diesel X-Trail with 96kW and a choice of either front or all-wheel drive. The diesel was strictly a five-seater. The specification was a bit confusing, too, because the front-drive turbo-diesel X-Trail used a CVT while the all-wheel-drive diesel got a six-speed manual exclusively.The all-wheel-drive platform did not have a second set of lower ratios, and, in fact, worked as a front-wheel drive for most of the time. When the computer detected any slip, power would be sent to the rear axle, although for slippery surfaces, the driver could lock the vehicle into all-wheel drive at speeds up to 40km/h.Thousands of Australians would agree that the X-Trail is a good thing with decent dynamics and good packaging. The boxy body means it’s quite big inside, although the seven-seat variant is pretty tight on space in the third row. For smaller kids, this mightn’t make much difference, but teenagers are not going to be happy in the X-Trail’s third row. The front seats, however, are very good.Some of the interior plastics are clearly built down to a price, and hard usage (such as that meted out by young families) can leave the interior looking pretty tatty in short order.In driving terms, the X-Trail is decently refined although there is a bit of road noise to contend with. The turbo-diesel can feel a bit lethargic off idle, and the bigger petrol engine is the superior unit in the line-up.Overall, though, any fall-off in the X-Trail’s popularity over the years is almost certainly down to increased competition from other makes rather than any perceived problem with the X-Trail formula.Fundamentally, the X-Trail T32 is a solid and dependable car. But there’s one major flaw that many newish cars also suffer from. It doesn’t affect manual-transmission examples of the X-Trail, but those fitted with the CVT have an inbuilt fault, it seems.Indeed, the main reliability issue associated with the X-Trail is the CVT as fitted to 2.5-litre petrol versions as well as the front-drive variant of the turbo-diesel.Beyond that, the engines don’t seem to give trouble and since the vehicle is not an off-roader, you shouldn’t be faced with trashed examples.Let’s talk CVTs. In the Nissan’s case, the problem manifests as a vehicle that is slow to select Reverse or Drive, as well as showing signs of juddering or shuddering at low speeds and a light throttle.The cause is a bit harder to define, but Nissan dealers were removing the CVT’s cover and looking inside the unit to determine whether the steel drive belts had been slipping and showing signs of wear. If wear was detected, the best fix was a new CVT, but sometimes replacement of the unit’s valve body (which controls the CVT’s behaviour) was deemed sufficient.But we’ve also heard that some dealers were also flushing the CVT’s cooler, suggesting that the belt wear may have involved the belts shedding small metallic particles and contaminating the cooler. If that’s the case, it’s also conceivable that those same metallic particles could enter and cause damage to other parts of the CVT.Either way, you need to know for absolute certain that any CVT X-Trail you’re looking at has a full and complete service history.This version of the X-Trail has been almost free of safety recalls, but there are a couple to check for.The first was for cars built in 2014 that could have had a fuel pressure sensor that was not properly attached to the fuel system. If the sensor loosened over time, it could potentially cause a fuel leak under the bonnet.The second recall was for a batch of gas struts on the tailgate of X-Trails built between 2014 and 2016. A lack of the correct rust-proofing on these struts meant they could fail and would not support the weight of the tailgate when it was opened.A Nissan dealer will be able to check the VIN of your car and tell you whether it was affected and if it has been fixed or not. For more information, check out https://www.vehiclerecalls.gov.au/.Apart from that couple of recalls on early cars, there’s not much to separate one year’s production from another’s. With that in mind, buy on condition and kilometres travelled rather than a specific build date. And make sure any prospect has that all-important intact and complete service history.Nissan’s engines have long been considered pretty tough customers and able to go the distance. But that doesn’t change the cloud hanging over the CVT in many X-Trails. So, the best one to buy is an X-Trail with fewer, rather than more, kilometres.You do see high-milage examples for sale with upwards of 300,000km on board, but they’re the exception rather than the rule. That said, that’s probably because even the earliest T32 X-Trail is still only 12 years old, rather than any refusal to clock up more kilometres. Even so, finding a car with closer to 160,000km showing is probably the better bet.As with many second-hand cars, the price difference between the base-model and the flasher versions largely disappears over time. So, buying the up-spec variant now won’t cost much extra, but will get you better standard equipment levels and, potentially, safety. With that in mind, aim for the Ti version which had lane departure and lane-keeping assistance that lesser versions didn’t get until later in life.Very early T32s with 250,000km showing can be had for as little as $6000 to $8000. We reckon, however, that there’s a smaller risk in paying closer to high-teens for a 2016 or 2017 all-wheel-drive version with about 120,000km on the odometer.Nissan has a dealer network of 180 making it the fifth largest network in the country. Both regional and urban centres are pretty well served by that network, too. There’s also an army of independent workshops that specialise in Nissans, largely thanks to the great reputation the brand has forged in motorsport.Bricks and mortar parts stores and online sellers ensure that spare parts and replacement items are easy to source.It’s hard to know precisely how many T32 X-Trails Nissan sold in Australia over its eight-year model run. But it’s a fact that Nissan sold almost 18,000 of the things in the T32’s first full year on sale (2015). You still see plenty getting around as daily transport, too, so even though the competition got tougher as the years passed, the Nissan was still on a lot of people’s short lists. That’s why there are literally hundreds for sale second-hand today.

The MGS6 AWD Essence is the Chinese brand's new rival to the likes of the Tesla Model Y and BYD Sealion 7.Priced from $56,990, drive-away, this range-topping model comes with 20-inch alloy wheels, wireless smartphone charging, wireless Android Auto and Apple CarPlay, an 11-speaker sound system, a combination of synthetic leather and synthetic suede trim plus a panoramic glass roof.The AWD Essence has two electric motors, one on each axle, which combine to make a healthy 266kW of power.The motors are powered by a 77kWh NMC (Nickel Manganese Cobalt) battery, which MG claims is enough to provide 485km of driving range between charging.The MGS6 is well-equipped with all the usual passive and active safety features you’d expect in this day and age. These include autonomous emergency braking (AEB), lane departure warning, blind spot warning, adaptive cruise control and a 360-degree parking camera view.MG offers a standard seven-year/unlimited-kilometre warranty with the option to extend to 10 years/250,000km if you get all your servicing done at an MG dealer.Servicing intervals are every 12-months or 25,000km, whichever comes first. The five year service plan totals $1376 and the seven year plan $1987.

The MGS6 RWD Essence is the brand’s new mid-size electric SUV offering, sitting above the MGS5.Priced from $49,990, drive-away, it comes well-equipped with 20-inch alloy wheels, wireless smartphone charging, wireless Android Auto and Apple CarPlay, an 11-speaker sound system and a combination of synthetic leather and synthetic suede trim.The MGS6 RWD has a single electric motor, mounted on the rear axle, which makes 180kW of power. With its 77kWh battery, MG claims it has a driving range of up to 530km.The MGS6 is fitted with all the usual passive and active safety features you’d expect in this day and age. These include autonomous emergency braking (AEB), lane departure warning, blind-spot warning, adaptive cruise control and a 360-degree parking camera.MG offers a standard seven-year/unlimited-kilometre warranty with the option to extend to 10 years/250,000km if you get all your servicing done at an MG dealer.Servicing intervals are every 12-months or 25,000km, whichever comes first. For the RWD model the five year service plan totals $1321 and $1877 for the seven year plan.

It's laughable the new Bentley Bentayga Speed doesn't have a plug-in hybrid powertrain tucked up under its snout.After all, the luxury British carmaker has invested billions in electrification and gone ahead and developed its own high-performance plug-in V8 from scratch.But to focus on its lack of hybrid is a big mistake, says the British brand. Given the choice, Bentley says buyers of its fastest, most extreme Bentayga would prefer a pure-combustion V8 any day of the week.They might have a point. Even though it misses out on the massive 575kW of power and 1000Nm of torque of the hybrid, the Speed's twin-turbo 4.0-litre V8 still musters 478kW and 850Nm. Not exactly meek.Without an extra high-voltage battery, electric motors, inverter and all the extra wiring, the latest 2026 Bentayga Speed is at least 200kg lighter than it would have been if it came with a plug.While some might lament the loss of the old hard-charging twin-turbo 6.0 W12, the uprated twin-turbo V8 is more than up to the task. To earn its Speed badge, engineers threw on some bigger turbos, upgraded the fuel injection system and then lowered the compression ratio.Finally, for the first time Bentley is throwing caution to the wind by adding an Akrapovič titanium exhaust that also shaves off around 12.5kg.Off the line, the Bentayga Speed shrugs off its 2.5-tonne kerb weight by launching from 0-100km/h in just 3.6 seconds – exactly the same as the latest BMW M5 Touring – and 0.3 seconds quicker than the old W12.Top speed rises to 310km/h – 4.0km/h higher than before.The gains keep coming.Since the V8 is 25kg lighter than the old W12, the latest Bentayga Speed also has a better weight distribution, allowing engineers to comprehensively update its flagship SUV's chassis to improve the way it drives.While most of the air springs, adaptive dampers and 48-volt electric active anti-roll bars carry over, for the first time the big Bentley gets rear-wheel steer for extra nimbleness around town or on tight and twisting alpine roads.Highlighting the dramatic changes, for the first time there is something called an 'ESC Dynamic' mode that is said to, in the right circumstances (like a track), allow the driver to indulge in small drifts. It's not quite a proper drift mode but still almost unprecedented in a Bentley.Select 'Sport' mode and the dampers also firm up by 15 per cent, suggesting some serious intent by those honing the new Speed model.In the flesh, the fastest Bentayga adopts a pair of darkened front lights, smoked tail-lights, darker chrome, a larger tailgate spoiler, tweaked front and rear spoiler, plus Speed badging.Large 22-inch wheels are standard, but most will opt for the bigger-still 23s.Within, the Bentley is as glorious as ever and the perfect antidote for those who have grown weary of minimalistic cabins and boring pillar-to-pillar screens.From the lashings of chrome, proper dials and buttons, to the diamond-quilted leather and machine turned veneers, the attention to detail lavished on the cabin delights – but it's the experience behind the wheel that really counts.It's not all good news from the move from W12 to V8.The old twin-turbo 6.0-litre used to develop its peak torque from just 1500rpm, providing almost EV-like responses, while the new engine's 850Nm (50Nm lower) only arrives a little later at 2250rpm, providing a less instant response.The eight-speed auto is also a little slow to downshift, but once on the boil sees the big SUV fly and is accompanied by a far more appealing woofly V8 soundtrack than the old booming W12.We love the optional exhaust' too, which is never silly enough to upset your neighbours and adds plenty of drama with its pops and bangs in its sportiest mode.In its 'Comfort, mode the optional 23-inch rims added an unwanted edge to the ride at lower speeds and became quite busy at low speeds, which doesn't bode well when it arrives in Australia.The good news is, up the speed, and ride comfort is mostly decent, while the steering is accurate and, like many of its best rivals, manages to feel much lighter than it is.On public roads, we didn't get to see if the new Bentayga Speed can drift for England, but other rivals, like the Aston Martin DBX are perhaps even faster and more agile, while the latest Porsche Cayenne Turbo Electric is in another league for straight-line performance.As standard the Bentayga Speed bags matrix LED headlights, LED rear lights and a 10.9-inch multimedia screen that works with Apple CarPlay and Android Auto.A head-up display, night vision, park assist and traffic sign recognition are all part of the driver-assist tech.Out of the box the Bentley features a 12-speaker 590W sound system, but there are plenty of reasons to visit the options list.Our car came with the titanium sports exhaust that cost £7740 (A$14,500), the £10,370 (A$19,500) 'Dynamic Pack' that adds carbon-ceramic brakes and launch control and the upgraded £7350 (A$13,800) Naim premium audio.While there's the choice of seven standard colours, 56 extended hues, Bentley can also colour match to any shade under the sun. There are also five standard leathers, a further 10 premium hide options, plus up to eight different veneer trims.While not tested by ANCAP, the Bentayga Speed gets six airbags as standard, lane-keep assist, blind-spot monitoring, front and rear cross-traffic alert and autonomous emergency braking (AEB) with pedestrian detection.The 2026 Bentley Bentayga comes with a three-year/unlimited-kilometre vehicle warranty, which includes complimentary scheduled servicing for up to five years at no cost up to 100,000km.The latest Bentayga Speed service intervals are likely to be every 12 months or 16,000km, whichever is sooner.When the 2026 Bentley Bentayga Speed arrives in the next couple of months it will be priced from $525,000, before on-road costs.That means it will command a six-figure premium over the Aston Martin DBX ($429,000 plus on-roads) and cost significantly more than the Lamborghini Urus Performante ($465,876) but seem an absolute bargain beside both the Ferrari Purosangue ($728,000) and the Rolls-Royce Cullinan Black Badge ($810,000).

The Lexus RZ, the brand’s first dedicated EV, disappointed with very low sales and arguably very high prices. Now, a big update and massive price drop could mean broader appeal for Lexus’ electric SUV.

Cadillac now has a new model, and a volume player, to kickstart its Australian sales ambitions, with the Optiq arriving to take on everything from the BMW iX3 to the Genesis GV60. So, does this all-electric medium SUV have what it takes to compete?

MG is looking to bounce back from a tough 2026 with an important new model - the MGS6. This is the brand's crucial new rival to the likes of the BYD Sealion 7, Tesla Model Y and a raft of other electric and hybrid powered family SUVs. We drive the new MGS6 to assess its performance, practicality, safety and more and find out if it has what it takes to get MG headed in the right direction again.